Trailer stabilization and restraint

ABSTRACT

A parked freight trailer stabilizer and restraint comprising: (a) a kingpin receiver configured to lock onto a kingpin of a parked freight trailer; (b) a jack operatively coupled to the kingpin receiver, the jack repositionable between a retracted position and an extended position; (c) a tail hold operatively coupled to the kingpin receiver, the tail hold repositionable between a stowed position and a restraining position, the tail hold configured to engage a ground mount; and, (d) a transport receiver configured to engage a transport vehicle.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application claims the benefit of U.S. Provisional PatentApplication Ser. No. 62/019,626, titled, “TRAILER STABILIZATION ANDRESTRAINT,” filed Jul. 1, 2014, the disclosure of which is incorporatedherein by reference.

RELATED ART Field of the Invention

The present disclosure is directed to devices and methods utilized tostabilize and restrain parked freight trailers at a loading dockuntethered to a tractor.

Introduction to the Invention

It is a first aspect of the present invention to provide a parkedfreight trailer stabilizer and restraint comprising: (a) a kingpinreceiver configured to lock onto a kingpin of a parked freight trailer;(b) a jack operatively coupled to the kingpin receiver, the jackrepositionable between a retracted position and an extended position;(c) a tail hold operatively coupled to the kingpin receiver, the tailhold repositionable between a stowed position and a restrainingposition, the tail hold configured to engage a ground mount; and, (d) atransport receiver configured to engage a transport vehicle.

In a more detailed embodiment of the first aspect, the jack comprises atleast two spaced apart jacks that are coupled to the kingpin receiver,where each of the at least two jacks is repositionable between theretracted position and the extended position. In yet another moredetailed embodiment, the freight trailer stabilizer further includes aframe mounted to the at least two spaced apart jacks. In a furtherdetailed embodiment, the tail hold is repositionably mounted to at leastone of the frame, the kingpin receiver, and the at least two spacedapart jacks. In still a further detailed embodiment, the jack ismanually repositionable between the retracted position and the extendedposition. In a more detailed embodiment, the jack is automaticallyrepositionable between the retracted position and the extended position.In a more detailed embodiment, the transport receiver comprises a pairof fork receivers, each of the pair of fork receivers configured toreceive a separate fork associated with the transport vehicle. Inanother more detailed embodiment, each of the pair of fork receiverscomprises at least one of a hollow tube, a plurality of straps, aplurality of discontinuous bands. In yet another more detailedembodiment, the tail hold includes at least one of a bar and a hook thatis configured to be mounted to the ground mount when in a restrainingposition, wherein the ground mount is permanently mounted to the ground.In still another more detailed embodiment, the catch comprises afloating bar mounted to a frame of the tail hold, the floating barconfigured to engage the ground mount when in a restraining position,wherein the ground mount is permanently mounted to the ground.

In yet another more detailed embodiment of the first aspect, the jackincludes a first handle that is rotationally repositionable toreposition the jack between the retracted position and the extendedposition, and the tail hold includes a second handle that isrotationally repositionable to reposition the tail hold between thestowed position and the restraining position. In yet another moredetailed embodiment, the king pin receiver comprises a fifth wheel, thejack comprises at least two jacks spaced apart from one another, thetail hold includes a connector adapted to engage the ground mount in arestraining position, and the at least two jacks are freight trailerload bearing jacks. In a further detailed embodiment, the tail hold ispivotally mounted to at least one of the fifth wheel and the at leasttwo jacks, the at least two jacks are at least one of manually andautomatically repositionable, and the transport receiver comprises apair of receivers, each of the pair of receivers configured to receive aprojection of the transport vehicle.

It is a second aspect of the present invention to provide a method ofstabilizing and/or restraining a parked freight trailer, the methodcomprising: (a) lifting a trailer stabilizing device to engage a parkedfreight trailer, where at least a portion of the trailer stabilizingdevice is suspended above the ground from a forward portion of theparked freight trailer after engaging the parked freight trailer; and,(b) repositioning a portion of the trailer stabilizing device to coupleto the ground after engaging the trailer stabilizing device to theparked freight trailer.

In a more detailed embodiment of the second aspect, lifting the trailerstabilizing device to engage the parked freight trailer includes lockingonto a kingpin of the parked freight trailer and suspending at least theportion of the trailer stabilizing device above the ground over afootprint of the kingpin. In yet another more detailed embodiment,lifting the trailer stabilizing device to engage the parked freighttrailer includes hanging a jack from the parked freight trailer so thejack is elevated above the ground in a hanging position. In a furtherdetailed embodiment, repositioning a portion of the trailer stabilizingdevice includes repositioning the jack from the hanging position to aground mounting position where the jack engages the ground and assumes aload bearing capacity. In still a further detailed embodiment, the jackcomprises a plurality of jacks, and repositioning the plurality of jacksfrom the hanging position to the ground mounting position includes atleast one of automatically and manually repositioning the plurality ofjacks from the hanging position to the ground mounting position. In amore detailed embodiment, lifting the trailer stabilizing device toengage the parked freight trailer includes hanging a tether from theparked freight trailer so the tether is elevated above the ground in aunengaged position. In a more detailed embodiment, repositioning aportion of the trailer stabilizing device includes repositioning thetether from the unengaged position to an engaged position where thetether is concurrently operatively coupled to the ground and the forwardportion of the parked freight trailer. In another more detailedembodiment, the tether includes a tail hold, and repositioning the tailhold from the unengaged position to the engaged position includes atleast one of automatically and manually repositioning the tail hold.

It is a third aspect of the present invention to provide a method ofstabilizing and/or restraining a parked freight trailer, the methodcomprising: (a) repositioning an elevated trailer stabilizing deviceinto engagement with a parked freight trailer, the trailer stabilizingdevice including a repositionable jack; and, (b) repositioning therepositionable jack to wedge the stabilizing device between the parkedfreight trailer and the ground.

In a more detailed embodiment of the third aspect, the method does notinclude extension or retraction of landing gear of the parked freighttrailer. In yet another more detailed embodiment, the trailerstabilizing device further includes a repositionable tail hold, and themethod further includes repositioning the tail hold to engage a groundmount. In a further detailed embodiment, the method does not includeextension or retraction of landing gear of the parked freight trailer.In still a further detailed embodiment, the trailer stabilizing devicefurther includes a repositionable tail hold, and repositioning thetrailer stabilizing device into engagement with a parked freight trailerinclude moving the tail hold across the ground. In a more detailedembodiment, repositioning the elevated trailer stabilizing device intoengagement with the parked freight trailer includes utilizing a forkliftto reposition the elevated trailer stabilizing device. In a moredetailed embodiment, the trailer stabilizing device further includes arepositionable tail hold, and the repositionable tail hold includes ametal frame repositionable with respect to the repositionable jack. Inanother more detailed embodiment, repositioning an elevated trailerstabilizing device into engagement with a parked freight trailerincludes locking onto a kingpin of the parked freight trailer andsuspending at least the portion of the trailer stabilizing device abovethe ground over a footprint of the kingpin. In yet another more detailedembodiment, the method further includes at least maintaining a height offorward portion of the parked freight trailer after repositioning therepositionable jack to wedge the stabilizing device between the parkedfreight trailer and the ground.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a profile view of a first exemplary trailer stabilizer inaccordance with the present disclosure being mounted to a parked freighttrailer.

FIG. 2 is a frontal view of the first exemplary trailer stabilizer ofFIG. 1 being mounted to a parked freight trailer.

FIG. 3 is a top view the first exemplary trailer stabilizer of FIG. 1 .

FIG. 4 is a frontal view of the first alternate exemplary trailerstabilizer being mounted to a parked freight trailer.

DETAILED DESCRIPTION

The exemplary embodiments of the present disclosure are described andillustrated below to encompass devices and methods utilized to stabilizeand restrain parked freight trailers at a loading dock untethered to atractor. Of course, it will be apparent to those of ordinary skill inthe art that the embodiments discussed below are exemplary in nature andmay be reconfigured without departing from the scope and spirit of thepresent invention. However, for clarity and precision, the exemplaryembodiments as discussed below may include optional steps, methods, andfeatures that one of ordinary skill should recognize as not being arequisite to fall within the scope of the present invention.

Referencing FIGS. 1-3 , a first exemplary trailer restraint andstabilizing device 100 includes a fifth wheel 110 that is repositionablymounted to a compact frame 120. The fifth wheel 110 is configured toengage the kingpin 112 of a parked freight trailer 114, presumably at aloading dock or other loading/unloading facility. The compact frame 120of the device 100 is also mounted to a pair of repositionable jacks 130,140 and a repositionable tail hold 150, where the device 100 isconfigured to be repositioned using a pair of forks 160 that arereceived within deployment tubes 170. In exemplary form, the pair offorks 160 may be associated with a forklift (not shown) or otherrepositionable vehicle that has vertically repositionable forks. Asdescribed herein, in exemplary form, a forklift will be described as thevehicle utilized to position the device 100 with respect to the parkedfreight trailer 114. Those skilled in the art are familiar with thestructure of a freight trailer 114, the engagement between a fifth wheel110 and kingpin 112, and the structure of a loading/unloading facility,including elevated mezzanines. Accordingly, a detailed discussion offreight trailers 114, kingpins 112, fifth wheels 110, loading/unloadingfacilities, and associated structures has been omitted in furtherance ofbrevity.

In this exemplary embodiment, the device 100 may be repositioned by aforklift or other repositionable vehicle. By way of example, the device100 may initially be positioned at a stand-by location of aloading/unloading facility remote from the parked freight trailers 114.In order to reposition the device 100, the forklift engages its forks160 with the deployment tubes 170. In exemplary form, the forklift mayalign its forks 160 with the deployment tubes 170 so that the taperedend of the forks is received within corresponding funnel-shapedreceivers 180 that are operative to direct the forks into correspondingdeployment tubes. The funnel-shaped receivers 180 embody a hollow,rectangular frustropyramidal shape that is mounted to an end of thedeployment tubes 170. In this exemplary embodiment, the smallestrectangular cross-section of the funnel-shaped receivers 180 correspondsto the rectangular cross-section of the hollow deployment tubes 170,which is substantially constant along the longitudinal length of thedeployment tubes. In this exemplary embodiment, both the funnel-shapedreceivers 180 and the deployment tubes 170 are fabricated from metal,such as steel rectangular tube (for the deployment tubes) and weldedmetal sheet stock (for the funnel-shaped receivers). It should also benoted that the deployment tubes need not be closed tubes 170. Rather,the exemplary embodiment may make use of loops, C-shaped retainers, orstrapped loops to allow engagement and selective retention between theforks 160 and the device 100. After positioning the forks 160 within thedeployment tubes 170, the forklift may raise the forks to elevate thedevice 100 off the ground. In this elevated position, the device 100 maybe repositioned into engagement with a freight trailer 114.

In exemplary form, the forklift may approach the front of a parkedfreight trailer 114, which is supported by its rear axle(s) at arearward portion and lowered landing gear (not shown) at a frontalportion. It is presumed that an area below the front of the freighttrailer 114 where the kingpin 112 is located is unobstructed so as toallow the forklift to reposition the device 100 to engage the kingpin112. It should be noted, however, that engagement between the device 100and the kingpin 112 is not necessary in order to restrain and/orstabilize the parked freight trailer 114. By way of example whenrepositioning the device 100, the height of the forks 160 is adjusted tomaintain suspension of the device 100 above the ground while at the sametime vertically aligning the fifth wheel 110 with the kingpin 112 sothat movement of the forklift, and correspondingly the forks 160, towardthe front of the freight trailer 114 will cause the fifth wheel tocorrespondingly align, engage, and lock onto the kingpin.

In this exemplary embodiment, the fifth wheel 110 includes asubstantially flat top plate 190 lubricated to engage an undersidesurface of the freight trailer 114. In order to increase the likelihoodthat the kingpin 112 is captured and locked into engagement with thefifth wheel 110, an opening 200 is formed into a distal portion of thetop plate that is tapered on opposing sides. This tapering provides arelatively wide opening 200 at the distal end that is many times thewidth of a kingpin 112, but narrows gradually to reach a constant widthsection 210 that is enclosed at a proximal end. The tapered shape of thefifth wheel opening 200 is operative to funnel the kingpin 112 into theconstant width section 210, where the kingpin is locked into engagementwith the fifth wheel 110 and device 100 using a pair of locking jaws(not shown). After the locking jaws are engaged, the device 100 ismounted to the kingpin 112 so that proximal-to-distal movement of thefifth wheel 110 with respect to the freight trailer 114 is very limited(it is simply the amount of travel provided for between the fifth wheel110 and kingpin 112). Moreover, at this time, the forks 160 of theforklift are no longer needed to support the weight of the device 100above the ground given that the engagement between the fifth wheel 110and the kingpin 112 allows the device to hang from the kingpin.Accordingly, the forklift forks 160 may be removed from the deploymenttubes 170 after the fifth wheel 110 engages the kingpin 112 byrepositioning the forklift away from the front of the freight trailer114 and, accordingly, withdrawing the forks 160 from the deploymenttubes 170 to discontinue engagement between the device 100 and forkliftwhen no power is utilized from the forklift. As will be discussed inmore detail hereafter, alternate exemplary embodiments provide forpowered repositionable jacks and a powered repositionable tail hold thatutilize power on-board the forklift and, accordingly, provide forextended engagement between the forklift and the trailer stabilizingdevice 100 until the jacks and tail hold are repositioned to astabilized and restrained position.

In circumstances where the device 100 includes manually repositionablejacks 130, 140 and a manually repositionable tail hold 150,disengagement between the forklift and the device 100 is optional beforerepositioning the jacks and tail hold from a storage position (e.g.,transportation position) to a stabilized and restrained position (e.g.,deployment position). As used herein, the terms storage position ortransport position with respect to the jacks and tail hold refers to aposition, within an available a range of motion, where the jacks andtail hold do not retard repositioning of the device 100. In contrast, astabilized or restrained position or a deployment position, as usedherein with respect to the jacks and tail hold, refers to a position,within an available range of motion, where the jacks and/or the tailhold retard repositioning of the device 100 with respect to the freighttrailer 114.

It is presumed that when the device 100 is initially secured to thekingpin 112 of the freight trailer that the jacks 130, 140 and tail hold150 occupy a storage position. In this exemplary embodiment, the storageposition may include the jacks 130, 140 being fully retracted within arange of motion ranging from the jacks being fully retracted and beingfully extended. Similarly, the storage position may include the tailhold 150 being fully elevated within a range of motion ranging from thetail hold being fully elevated and being fully lowered. But afterengagement between the kingpin 112 and fifth wheel 110, the jacks 130,140 and tail hold 150 may be repositioned to a stabilized and restrainedposition.

Repositioning the jacks 130, 140 to a stabilized and restrained positionresults in the jacks bearing at least a portion of the forward weight ofthe parked freight trailer 114. As part of accomplishing this weightbearing function, the compact frame 120 includes an upper cross-member210 and a lower cross-member 220 that are mounted to and span betweenthe jacks 130, 140. In exemplary form, the cross-members 210, 220comprise rectangular tubular steel that may be welded or coupled viafasteners (e.g., nuts and bolts) to the jacks 130, 140.

Centered on top of the upper cross-member 210 and mounted thereto is afoot plate 230, to which the fifth wheel 110 is pivotally mounted by wayof pivot pins 240 concurrently extending through the fifth wheel andfoot plate. In this exemplary embodiment, the foot plate 230 may bewelded or coupled with fasteners (e.g., nuts and bolts) to the uppercross-member 210. It should be noted that other coupling devices may beutilized in lieu of a fifth wheel 110 in order to mount the device 100to the kingpin 112 and allow the device to hang from the kingpin suchas, without limitation, a kingpin lock.

Positioned beneath the foot plate 230 and interposing the cross-members210, 220 is a vertical support 250 that spans the vertical distancebetween the cross-members. The vertical support 250 may be welded orcoupled with fasteners (e.g., nuts and bolts) and comprises rectangulartubular steel. This vertical support also interposes the deploymenttubes 170, which are mounted to the underside of the upper cross-member210.

In exemplary form, the deployment tubes 170 are welded to the uppercross-member 210 and are spaced apart in the widthwise directionapproximately the width of the fifth wheel top plate 190. Moreover, thedeployment tubes 170 are oriented parallel to one another and terminatedistally at a distal edge of the upper cross-member 210. The deploymenttubes 170 extend proximally a predetermined distance sufficient toterminate proximate a front plane of the freight trailer 114.Alternatively, the deployment tubes may terminate prior to the frontplane of the freight trailer 114 or extend proximally beyond the frontof the freight trailer. The predetermined distance should allow theforks 160 to be received within the deployment tubes 170 and provide forthe forks to support the weight of the device 100 and position thedevice sufficiently deep underneath the freight trailer 114 for thefifth wheel 110 to engage the trailer king pin 112.

In order to provide lateral support, the compact frame 120 includes leftand right sway bars 260, 270 that interpose the deployment tubes 170 andthe jacks 130, 140. In particular, the sway bars 260, 270 may be weldedto the deployment tubes 170 and to the jacks 130, 140 just above thelower cross-member 220. Exemplary sway bars 260, 270 may be fabricatedfrom rectangular metal tubing. Given that the sway bars 260, 270 are notintended to be load bearing, these bars may be fabricated from lighterweight structures that those of the cross-members 210, 220 and verticalsupport 250.

In this exemplary embodiment, repositioning the jacks 130, 140 to astabilized or restrained position may be accomplished by manuallyrepositioning a crank 290 that is mechanically coupled to each jack. Byway of example, the crank 290 includes a crank handle 300 and a crankshaft 310 that engages internal gears (not shown) inside the jackhousings 320 of the respective jacks 130, 140. Rotation of the crankhandle 300 transfers this rotational motion to the crank shaft 310 thattransfers its rotational motion to the gears coupled to a screw in orderto vertically extend a repositionable leg 330 and ground pad 340 withrespect to a fixed position jack housing 350. Exemplary jacks for usewith this embodiment include, without limitation, the Holland Mark VSeries available from SAF-HOLLAND USA, Inc., (Muskegon, Mich., USA) andthe HD 2-Speed Tandem Landing Gear available from Cequent PerformanceProducts (Plymouth, Mich., USA). It is presumed that the jacks 130, 140would be located in the storage position prior to being repositioned tothe stabilizing and restraining position, however, the jacks may be inother positions than in a load bearing position with the ground pad 340in contact with the ground. In any event, the crank handle 300 isrotated to reposition the leg 330 and pad 340 so that the pad contactsthe ground. In particular, the crank handle 300 may be rotated until thejacks 130, 140 take on a load bearing position in order to supplement orassume the weight bearing function of the landing gear of the freighttrailer 114. While the jacks 130, 140 are intended to take on a loadbearing function, it should be noted that the jacks may be repositionedto bear some or all of the forward weight of the freight trailer 114. Ineither circumstance, the landing gear of the freight trailer 114 may beoptionally manipulated to reach the appropriate balance (to the extent ashared weight bearing distribution between the landing gear and deviceis intended). In addition to repositioning the jacks 130, 140 to take ona load or weight bearing function, the tail hold 150 may also berepositioned.

In this exemplary embodiment, the tail hold 150 is manually repositionedto engage a permanent ground mount 360, thereby providing restraintagainst forward movement of the freight trailer 114 (e.g., movement awayfrom a loading dock). By way of example, the tail hold 150 comprises alateral bar 370 (with or without a hook) mounted to and extendingbetween parallel arms 380. In exemplary form, the lateral bar 370comprises cylindrical metal tubing that is received within correspondingoversized openings 385 (e.g., a circular, triangular, rectangular,oblong oval, etc.) extending through the arms 380. The lateral ends ofthe bar 370 have mounted thereto endcaps 395 that prohibit lateralremoval of the bar through the openings 385 of the arms 380, butcontinue to allow the bar 370 vertical and proximal-to-distal play tobetter facilitate the bar being secured within one of the spaced apartcavities of the lock box 360. Each of the arms 380 is mounted to acylindrical rod 400 that is operatively coupled to a handle 410, wherethe rod 400 engages bearings 415 that are coupled to the frame 120.Repositioning the handle 410 in a rotating motion is operative tocorrespondingly rotate the rod 400. Rotation of the rod 400 causes thearms 380 and bar 370 to rotate along a predetermined arcuate path (seeFIG. 1 ) operative to either move the bar 370 farther away or closer tothe ground mount 360 (i.e., raise or lower the bar 370).

The ground mount 360 may comprise a lock box permanently mounted to theground that includes a series of spaced apart cavities 390, with atleast one of the cavities receiving the bar 370 in order to retain thebar within the cavity until it is removed via rotation of the handle 410and rod 400. In exemplary form, the cavities 390 are spaced apart in apredetermined fashion that corresponds to common freight trailer lengths(28, 48 feet length freight trailers) to accommodate for various kingpin112 setback lengths (12, 24, 30, and 36 inch setbacks) from the front ofthe freight trailer 114. The perimeter of the ground mount 360 mayinclude four or more sides that may be mounted to one another in afrustropyramidal shape to provide inclined surfaces that allow forobjects to contact and ride over the ground mount (e.g., snow blades toride thereover when plowing).

After engagement between the kingpin 112 and fifth wheel 110, the tailhold 150 may be repositioned to a stabilized and restrained position. Inexemplary form, the tail hold 150 occupies a storage position during theprocess of engagement between the kingpin 112 and fifth wheel 110 (seeFIG. 1 ). But after engagement between the kingpin 112 and fifth wheel110 is complete, the tail hold 150 may be repositioned to a stabilizedand restrained position where the tail hold 150 is operative to retardforward movement of the trailer away from the loading dock (see FIG. 2). In order to reposition the tail hold 150, than handle 410 is rotatedin order to rotate the rod 400, which in turn is operative to rotate thearms 380 so the arms approach the ground mount 360. Continued rotationof the handle 410 eventually brings the bar 370 into contact with theground mount 360, preferably orienting the bar within one of thecavities 390. In circumstances where the bar 370 does not preciselyalign with one of the cavities 390, an operator may manually repositionthe bar 370 into the nearest cavity 390 using the play between the barand arms 380. Eventually, the bar 370 is aligned with one of thecavities 390 and further rotation of the tail hold 50 causes the bar tobecome seated at the bottom of a respective cavity (see FIG. 1 ).

The ground mount 360 may include a locking feature other than the shapeof the cavity to retain the bar 370 therein, but if the shape of thecavities approximates the arcuate path taken by the bar 370 when loweredthere may not be an additional lock to retain the bar 370 within theground mount 360. In any event, retention of the bar 370 with respect tothe ground mount 360 is operative to restrict movement of the arms 380away from the ground mount. Because the arms 380 are secured to thedevice 100, which is secured to the freight trailer 114, the result ofretention of the bar 370 within the ground mount 360 is restraint of thefreight trailer against forward movement (i.e., movement of the freighttrailer away from the loading dock).

It should be understood, however, that the jacks 130, 140 and tail hold150 may be repositioned to a stabilized and restrained position at thesame time or sequentially in any order. Moreover, in certaincircumstances, the jacks 130, 140 may be repositioned to stabilized andrestrained position while the tail hold 150 remains in a storageposition while the kingpin 112 and fifth wheel 110 remain engaged.Conversely, the tail hold 150 may be repositioned to the stabilized andrestrained position while the jacks 130, 140 remain in a storageposition and while the kingpin 112 and fifth wheel 110 remain engaged.

After the jacks 130, 140 and/or the tail hold 150 is deployed to engagethe ground, the freight trailer 114 may be loaded or unloaded. In orderto inform personnel working within the loading dock that the trailerstabilizing device 100 is properly in position to restrain and/orsupport the freight trailer 114, it is within the scope of thedisclosure to mount one or more video cameras 440 to the exterior of theloading dock that are communicatively coupled to one or more displays450 on the interior of the loading dock in order to provide visualfeedback as to the position of the trailer stabilizing device.

After loading or unloading, the process may be reversed to remove thetrailer stabilizer 100 from the parked freight trailer 114 in order toallow coupling of the freight trailer to an over-the-road truck or ahustler truck. The process, while not requiring any specific sequence ofsteps, is preferably carried out to raise/disengage the tail hold 150first, followed by raising of the jacks 130, 140, followed by couplingthe device to a portable vehicle in order to support the device andallow disengagement between the fifth wheel 110 and kingpin 112, whichwhen completed allows the device to be removed from underneath thefreight trailer. A more detailed exemplary process for utilizing thedevice 100 follows.

Initially, a transport vehicle (e.g., a forklift) engages the device 100and an operator of the transport vehicle ensures that the components ofthe device are in a transport position. In exemplary form, the transportvehicle engages the device 100 in order to allow the transport vehicleto carry the device. Presuming the device 100 is positioned on theground at a location remote from a freight trailer 114, an outside dockworker/operator of the transport vehicle may reposition a set of forks160 to be received within corresponding deployment tubes 170 or otherfork receiving structures. By way of example, the forks 160 are receiveddeep enough within the deployment tubes 170 so that by raising the forksvertically, the device 100 is correspondingly raised vertically. At atime prior to, during, or subsequent to reception of the forks 160within the deployment tubes 170, the operator of the transport vehiclemay reposition the jacks 130, 140 and the tail hold 150.

In exemplary form, the jacks 130, 140 and tail hold 150 may be manually,automatically, or semi-automatically repositioned. Presuming the jacks130, 140 are extended and the tail hold 150 is pivoted toward theground, and the operator desires to raise the jacks to decrease theoverall height of the device, the operator may cause the jacks and tailhold to be raised. For example, if the jacks 130, 140 and tail hold 150are manually repositionable, the operator may manually reposition thecrank handle 300 to raise the jacks and handle 410 to pivot the tailhold 150 away from the ground. Alternatively, the jacks 130, 140 andtail hold 150 may be operatively coupled to a motor or fluid reservoir(e.g., hydraulic jacks) to allow the jacks and tail hold to berepositioned semi-automatically using one or more controls allowing theoperator to control the motor and/or fluid flow to direct repositioningof the jacks and tail hold. An even further alternate configuration hasthe jacks 130, 140 and tail hold 150 operatively coupled to a motorand/or fluid reservoir (e.g., hydraulic jacks) and a controllerassociated with at least one of the device 100 and the transport vehiclethat brings about automatic repositioning of the jacks and tail holdwhen the device is initially coupled to the transport vehicle. In anyevent, after the jacks 130, 140 and tail hold 150 are, to the extentnecessary, in the transport position, the operator of the transportvehicle repositions the device 100 into engagement with a parked freighttrailer 114 ready for stabilization and/or restraint.

When repositioning the device 100 in preparation for engagement with theparked freight trailer 114, the transport vehicle operator orients thedevice so that the fifth wheel 110 top plate 190 is slightly lower thanthe bottom edge of the front of the parked freight trailer. This allowsthe device 100 to be repositioned under a forward portion of the freighttrailer 114 so that the device couples to the parked freight trailerand, optionally, hangs therefrom. In order to hang from the freighttrailer 114, the device 100 is repositioned so that the fifth wheel 110captures and couples to the kingpin 112. More specifically, the kingpinis locked into engagement with the fifth wheel 110 via a pair of lockingjaws associated with the fifth wheel. After the locking jaws are engagedpartially around the kingpin 112, the device 100 is mounted to thekingpin 112 so that proximal-to-distal movement of the fifth wheel 110with respect to the freight trailer 114 is very limited (it is simplythe amount of travel provided for between the fifth wheel 110 andkingpin 112).

The jacks 130, 140 and/or tail hold 150 are repositioned from atransport position to a support and restraint position while the device100 hangs from the parked freight trailer 114 and/or is held in positionby the transport vehicle. In exemplary form, the jacks 130, 140 areextended and the tail hold 150 is pivoted toward the ground. Forexample, if the jacks 130, 140 and tail hold 150 are manuallyrepositionable, the operator manually repositions the crank handle 300to lower the jacks and handle 410 to pivot the tail hold 150 toward theground. Alternatively, the jacks 130, 140 and tail hold 150 may beoperatively coupled to a motor or fluid reservoir (e.g., hydraulicjacks) to allow the jacks and tail hold to be repositionedsemi-automatically using one or more controls allowing the operator tocontrol the motor and/or fluid flow to direct repositioning of the jacksand tail hold. An even further alternate configuration has the jacks130, 140 and tail hold 150 operatively coupled to a motor and/or fluidreservoir (e.g., hydraulic jacks) and a controller associated with atleast one of the device 100 and the transport vehicle that brings aboutautomatic repositioning of the jacks and tail hold when the device isdecoupled from the transport vehicle.

In any event, the jacks 130, 140 and tail hold 150 are repositioned sothat the jacks assume at least partial weight bearing responsibility forthe forward portion of the parked freight trailer, whereas the tail holdis repositioned so that the bar 370 engages the ground mount. Morespecifically, the jacks 130, 140 are extended so that the ground pad 340of at least one jack contacts the ground and at least one of the jacksis operative to create a wedge between the ground and the underside ofthe freight trailer to assume a load bearing function. In exemplaryform, the jacks 130, 140 may be extended so that the entire load bearingfunction for the forward portion of the parked freight trailer is borneby the jacks. This entire load bearing function may coincide with thelanding gear of the parked freight trailer 114 being lifted off theground. Though not necessary, the operator may choose to raise thelanding gear of the parked freight trailer 114 as part of having thejacks 130, 140 assuming the entire load bearing function. In the contextof the tail hold 150, the tail hold is repositioned to lower the bar 370proximate the ground mount 360. By way of example, the ground mount 360includes a number of slotted and angled grooves that is each sized toreceive the bar 370. As the bar 370 is lowered to contact the groundmount 360, the play associated with the bar 370 allows the bar toself-orient itself or be manually re-oriented to align with and bereceived within one of the grooves of the ground mount. Once the bar 370is received within one of the grooves, and the device 100 coupled to theparked freight trailer 114, the tail hold 150—ground mount 360engagement operates to retard significant motion of the parked freighttrailer with respect to the ground mount (and with respect to anadjacent loading dock). Before, during, or after deployment of the jacks130, 140 and tail hold 150, the transport vehicle may be disengaged fromthe device 100 and utilized to position other devices under other parkedfreight trailers 114.

By way of example, cargo should not be loaded onto or unloaded from theparked freight trailer 114 without the device 100 being correctlypositioned underneath the parked freight trailer and a loading dockworker verifying the same. The individual openings of a loading docktypically coincide in size with the opening at the rear of the parkedfreight trailer 114. When the freight trailer is parked at a loadingdock, dock workers are unable to firsthand view the front of the parkedfreight trailer to ascertain the position and status of trailerstabilizing device 100. Consequently, video cameras 440 and monitors 450may be utilized in order to inform personnel working within a loadingdock that the trailer stabilizing device 100 is properly in position torestrain and/or support the freight trailer 114. By way of example, oneor more video cameras 440 positioned on the exterior of the loading dockare communicatively coupled to one or more displays 450 on the interiorof the loading dock. The cameras 440 may generate constant visual data,sporadic visual data, and/or regular interval visual data that iscommunicated to the one or more visual displays 450, thereby providingvisual feedback/evidence to a loading dock worker as to the presence ofa device underneath the parked freight trailer 114 and the position ofthe device with respect to the trailer stabilizing device (whether thedevice is in a restraint, transportation, and/or stabilizing position).If the device 100 is not yet positioned underneath a forward end of theparked freight trailer 114 or is incorrectly positioned (e.g., the jacks130, 140 are not extended, the tail hold 150 has not engaged the groundmount 160, the kingpin 112 is not attached to the fifth wheel 110,etc.), the dock worker utilizes the visual feedback shown on thedisplay(s) 450 to conclude that cargo should not be loaded onto orunloaded from the parked freight trailer. Conversely, the dock workercan utilize the visual feedback shown on the display(s) 450 to discernthat the device 100 is correctly positioned underneath the parkedfreight trailer 114 so that cargo can be loaded onto or unloaded fromthe parked freight trailer (e.g., the jacks 130, 140 are extended, thetail hold 150 has engaged the ground mount 160, the kingpin 112 isattached to the fifth wheel 110, etc.). Presuming the visual feedbackindicates that the device is not correctly positioned underneath theparked freight trailer 114, the dock worker signals an outside worker tocorrectly position the device 100. Upon visual feedback that the device100 is correctly positioned underneath the parked freight trailer 114,the dock worker may authorize and participate in unloading cargo from orloading cargo onto the parked freight trailer.

Following completion of loading and/or unloading of the parked freighttrailer 114, the dock worker signals an outside worker at the loadingdock to remove the device 100 in preparation for removal of the trailerfrom the loading dock. Upon receiving a communication to remove thedevice 100, an outside dock worker operates a transport vehicle (e.g., aforklift) to engage the device 100 and remove it from underneath theparked freight trailer 114. In exemplary form, a set of forks 160associated with the transport vehicle are received within correspondingdeployment tubes 170 or other fork receiving structures. By way ofexample, the forks 160 are received deep enough within the deploymenttubes 170 so that the transport vehicle could bear the entire weight ofthe device 100 upon disengagement between the device and parked freighttrailer 114. At a time prior to, during, or subsequent to reception ofthe forks 160 within the deployment tubes 170, the operator of thetransport vehicle may reposition the jacks 130, 140 and the tail hold150.

In exemplary form, the jacks 130, 140 and tail hold 150 may be manually,automatically, or semi-automatically repositioned. Presuming the jacks130, 140 are extended and the tail hold 150 is pivoted to engage theground mount 360, the operator raises the jacks and discontinues anyengagement between the tail hold 150 and ground mount 360. In certaincircumstances, the parked freight trailer 114 may have moved forwardslightly so that the tail hold 150 cannot be freely moved out ofengagement with the ground mount 360. In such a circumstance, thetransport vehicle may need to push against the parked freight trailerand/or the device 100 to relieve pressure upon the tail hold 150(against the ground mount 360) to allow the tail hold to be removed fromthe ground mount 360. For example, if the jacks 130, 140 and tail hold150 are manually repositionable, the operator may manually repositionthe crank handle 300 to raise the jacks and handle 410 to pivot the tailhold 150 away from the ground. Alternatively, the jacks 130, 140 andtail hold 150 may be operatively coupled to a motor or fluid reservoir(e.g., hydraulic jacks) to allow the jacks and tail hold to berepositioned semi-automatically using one or more controls allowing theoperator to control the motor and/or fluid flow to direct repositioningof the jacks and tail hold. An even further alternate configuration hasthe jacks 130, 140 and tail hold 150 operatively coupled to a motorand/or fluid reservoir (e.g., hydraulic jacks) and a controllerassociated with at least one of the device 100 and the transport vehiclethat brings about automatic repositioning of the jacks and tail holdwhen the device is initially coupled to the transport vehicle.

In addition to repositioning the jacks 130, 140 and the tail hold 150,the operator may cause repositioning of the fifth wheel 110 with respectto the kingpin 112. In exemplary form, the operator causes disengagementbetween the kingpin 112 and fifth wheel 110 by opening the pair of jawsof the fifth wheel that allow removal of the device from underneath theparked freight trailer 114. After disengagement between the fifth wheel110 and the kingpin 112, presuming the jacks 130, 140 are no longer in aload bearing capacity and the tail hold 150 is not engaged with theground mount 360, the operator may reposition the transport vehicle toremove the device 100 from underneath the parked freight trailer 114 by,in exemplary form, lowering the forks 160 and repositioning thetransport vehicle away from a front of the parked freight trailer.

It should be noted that a controller associated with at least one of thetransport vehicle or the device 100 may cause repositioning of the jacks130, 140 and the tail hold 150 into a transport position upon couplingthe transport vehicle to the device or otherwise sending an signal tothe controller to reposition the jacks and tail hold in a transportposition.

After removing the device 100 from underneath the parked freighttrailer, the trailer is available to be removed from the loading dock bya hustler truck or over-the-road truck. Also, after removing the device100 from underneath the parked freight trailer 114, the operator of thetransport vehicle may reposition the device underneath a differentparked freight trailer in order to restrain and/or stabilize the parkedfreight trailer prior to cargo being unloaded from or loaded onto thattrailer. The process for repositioning the device 100 under a subsequentparked freight trailer would be consistent with the foregoingexplanation with respect to the first parked freight trailer and,accordingly, will not be repeated in furtherance of brevity.

It should be noted that mounting and deploying the device 100 to theparked freight trailer 114 may occur without the outside dock workerever repositioning the landing gear of the parked freight trailer.Similarly, the dismounting and removal the device 100 from underneaththe parked freight trailer 114 may occur without the outside dock workerever repositioning the landing gear of the parked freight trailer.

As shown in FIG. 4 , it should be noted that in lieu of or in additionto the fifth wheel 110, an alternate exemplary device 100′ may include atrailer clamp 430 that comprises repositionable arms 432 that extendlaterally beyond the side edges of the parked freight trailer 114 andinclude a repositionable coupling 434 that allows the spacing of therepositionable arms to be changed. In this alternate exemplaryembodiment, the repositionable coupling may comprise, withoutlimitation, a hydraulic cylinder, a mechanical slide ratchet, and apulley and winch assembly, for example. By initially setting the spacingsuch that the repositionable arms 432 extend laterally outward of theside edges of the parked freight trailer 114, and then directing therepositionable coupling 434 to decrease this spacing, the repositionablearms operate to sandwich the sides of the parked freight trailer andgenerate a sufficient clamping force to allow the device 100′ to hangfrom the parked freight trailer. While hanging from the parked freighttrailer 114 or being held in position by a transport vehicle, the jacks130, 140 may be deployed (and raised upon loading/unloading the parkedfreight trailer) to a stabilizing position and the tail hold 150 may berepositioned (and raised upon loading/unloading the parked freighttrailer) to a restraint position consistent with the foregoingdisclosure for the first exemplary embodiment 100.

While the foregoing exemplary embodiments have been described as havingmanually repositionable jacks 130, 140 and a tail hold 150, it is alsowithin the scope of the disclosure to automate the movement of thesedevices between a storage/transport position and a stabilized/restrainedposition. By way of example, the jacks 130, 140 may be electrically orhydraulically powered and, in exemplary form, receive this power fromthe portable vehicle used to reposition the stabilizing device 100.Moreover, the tail hold 150 may also be electrically or hydraulicallyrepositioned, also in exemplary form robbing power from the portablevehicle used to reposition the stabilizing device.

In the foregoing exemplary embodiments, the stabilizing device 100 hasbeen described as being repositioned by a forklift. It should beunderstood that a forklift is one of many portable vehicles that may beused to reposition the device. For example, the stabilizing device 100may be transported by a transport vehicle having a three point hitch(such as a tractor) or a transport vehicle having a loader quick coupleror quick hitch attachment. In these circumstances, the deployment tubes170 may be replaced or reconfigured to engage the applicable connectionof the transport vehicle. Moreover, while the exemplary device 100, 100′has been described as being repositioned using forklift forks, forks arenot the sole structure one may use to reposition the exemplarystabilizing devices. As mentioned, a three point hitch or quick coupleror quick attachment may be utilized to operatively couple the device100, 100′ to the transport vehicle. As a further alternative, one mayutilize a portable jack or other lifting mechanism as the transportvehicle to raise the stabilizing device into engagement with the kingpinof the parked freight trailer.

Following from the above description and invention summaries, it shouldbe apparent to those of ordinary skill in the art that, while themethods and apparatuses herein described constitute exemplaryembodiments of the present invention, the invention contained herein isnot limited to this precise embodiment and that changes may be made tosuch embodiments without departing from the scope of the invention asdefined by the claims. Additionally, it is to be understood that theinvention is defined by the claims and it is not intended that anylimitations or elements describing the exemplary embodiments set forthherein are to be incorporated into the interpretation of any claimelement unless such limitation or element is explicitly stated.Likewise, it is to be understood that it is not necessary to meet any orall of the identified advantages or objects of the invention disclosedherein in order to fall within the scope of any claims, since theinvention is defined by the claims and since inherent and/or unforeseenadvantages of the present invention may exist even though they may nothave been explicitly discussed herein.

What is claimed is: 1.-30. (canceled)
 31. A method of stabilizing aparked semi-trailer, the method comprising: transporting a trailerstabilizer using a transport vehicle so that at least a portion of thetrailer stabilizer is lifted off the ground, wherein the trailerstabilizer is releasably engaged by the transport vehicle; approaching afront of the parked semi-trailer, while the parked semi-trailer isoriented with its rear end adjacent an opening of a loading dock, withthe transport vehicle while at least the portion of the trailerstabilizer remains lifted off the ground; repositioning the trailerstabilizer, using the transport vehicle, underneath a front nose of thesemi-trailer to provide a vertical gap between the parked semi-trailerand the ground unoccupied by the trailer stabilizer; disengaging thetrailer stabilizer from the transport vehicle and maintaining thevertical gap; and repositioning at least the portion of the trailerstabilizer to contact the ground without repositioning landing gear ofthe parked semi-trailer.
 32. The method of claim 31, wherein: theportion of the trailer stabilizer that is lifted off the groundcomprises a ground pad; and repositioning at least the portion of thetrailer stabilizer to contact the ground without repositioning thelanding gear of the parked semi-trailer comprises repositioning theground pad to contact the ground without repositioning the landing gearof the parked semi-trailer.
 33. The method of claim 31, wherein: thetransport vehicle comprises a forklift comprising forks; the trailerstabilizer comprises fork receivers; and the trailer stabilizer isreleasably engaged by the transport vehicle by engaging the forks withthe fork receivers.
 34. The method of claim 31, wherein: the transportvehicle comprises a hitch component; the trailer stabilizer comprises acorresponding hitch component; and the trailer stabilizer is releasablyengaged by the transport vehicle by engaging the hitch component withthe corresponding hitch component.
 35. The method of claim 34, wherein:the hitch component of the transport vehicle comprises a three pointhitch component; the corresponding hitch component of the trailerstabilizer comprises a corresponding three point hitch component; andthe trailer stabilizer is releasably engaged by the transport vehicle byengaging the three point hitch component with the corresponding threepoint hitch component.
 36. The method of claim 31, wherein: the trailerstabilizer is releasably engaged by the transport vehicle by engaging atransport vehicle connection of a transport vehicle with a transportreceiver of a trailer stabilizer; repositioning the trailer stabilizer,using the transport vehicle, underneath the front nose of thesemi-trailer, comprises positioning the trailer stabilizer so that theat least a portion of the transport receiver extends proximally beyondthe front nose of the semi-trailer; and disengaging the trailerstabilizer from the transport vehicle comprises leaving the trailerstabilizer underneath the front nose of the semi-trailer so that atleast the portion of the transport receiver remains proximally beyondthe front nose of the semi-trailer.
 37. The method of claim 31, whereinrepositioning the trailer stabilizer, using the transport vehicle,underneath the front nose of the semi-trailer to provide the verticalgap between the parked semi-trailer and the ground unoccupied by thetrailer stabilizer comprises locking onto a kingpin of the parkedfreight trailer, where at least a portion of the trailer stabilizer issuspended above the ground to provide the vertical gap.
 38. The methodof claim 31, wherein repositioning the trailer stabilizer, using thetransport vehicle, underneath the front nose of the semi-trailer toprovide the vertical gap between the parked semi-trailer and the groundunoccupied by the trailer stabilizer and disengaging the trailerstabilizer from the transport vehicle and maintaining the vertical gapare performed without engaging the trailer stabilizer with a kingpin ofthe semi-trailer.
 39. A method of positioning a stabilizer for a parkedsemi-trailer, the method comprising: lifting, using a transport vehicle,at least a portion of a trailer stabilizer off the ground; deploying thetrailer stabilizer, while at least the portion of the trailer stabilizeris off the ground, underneath a forward portion of the parkedsemi-trailer, opposite a rear end of the parked semi-trailer that isoriented adjacent an opening of a loading dock, wherein deploying thetrailer stabilizer includes providing a vertical gap between the parkedsemi-trailer and the ground unoccupied by the trailer stabilizer; andrepositioning at least the portion of the trailer stabilizer to contactthe ground without repositioning landing gear of the parkedsemi-trailer.
 40. The method of claim 39, wherein the method comprises,prior to the lifting operation, engaging the trailer stabilizer with thetransport vehicle.
 41. The method of claim 40, wherein: the transportvehicle comprises a forklift comprising forks; the trailer stabilizercomprises fork receivers; and engaging the trailer stabilizer with thetransport vehicle comprises engaging the forks with the fork receivers.42. The method of claim 40, wherein: the transport vehicle comprises ahitch component; the trailer stabilizer comprises a corresponding hitchcomponent; and engaging the trailer stabilizer with the transportvehicle comprises engaging the hitch component with the correspondinghitch component.
 43. The method of claim 42, wherein: the hitchcomponent of the transport vehicle comprises a three point hitchcomponent; the corresponding hitch component of the trailer stabilizercomprises a corresponding three point hitch component; and engaging thehitch component with the corresponding hitch component comprisesengaging the three point hitch component with the corresponding threepoint hitch component.
 44. The method of claim 40, wherein: engaging thetrailer stabilizer with the transport vehicle comprises engaging atransport vehicle connection of a transport vehicle with a transportreceiver of a trailer stabilizer; deploying the trailer stabilizer,while at least the portion of the trailer stabilizer is off the ground,underneath the forward portion of the parked semi-trailer comprisespositioning the trailer stabilizer so that the at least a portion of thetransport receiver extends proximally beyond a front of thesemi-trailer; and the method further comprises disengaging the trailerstabilizer from the transport vehicle comprising leaving the trailerstabilizer underneath the forward portion of the semi-trailer so that atleast the portion of the transport receiver remains proximally beyondthe front of the semi-trailer.
 45. The method of claim 39, wherein: theportion of the trailer stabilizer that is lifted off the groundcomprises a ground pad; and repositioning at least the portion of thetrailer stabilizer to contact the ground without repositioning landinggear of the parked semi-trailer comprises repositioning the ground padto contact the ground without repositioning the landing gear of theparked semi-trailer.
 46. The method of claim 39, wherein deploying thetrailer stabilizer, while at least the portion of the trailer stabilizeris off the ground, underneath the forward portion of the parkedsemi-trailer and repositioning at least the portion of the trailerstabilizer to contact the ground without repositioning landing gear ofthe parked semi-trailer are performed without engaging the trailerstabilizer with a kingpin of the semi-trailer.
 47. A method ofstabilizing a parked semi-trailer, the method comprising: engaging atransport vehicle connection of a transport vehicle with a transportreceiver of a trailer stabilizer, wherein the trailer stabilizer isconfigured to stabilize a parked semi-trailer, wherein at least one ofthe transport vehicle connection and the transport receiver comprises aprojection; approaching a front of the semi-trailer with the transportvehicle carrying the trailer stabilizer; engaging the trailer stabilizerwith an underside of the semi-trailer; engaging the trailer stabilizerwith the ground without repositioning landing gear of the parkedsemi-trailer; removing the projection from the transport receiver; andrepositioning the transport vehicle away from the front of thesemi-trailer.
 48. The method of claim 47, wherein the other of thetransport vehicle connection and the transport receiver comprises atleast one of a tube, a strap, and a band configured to receive theprojection; and wherein the method comprises engaging the projectionwith the at least one of the tube, the strap, and the band.
 49. Themethod of claim 48, wherein the transport vehicle connection comprises apair of projections; wherein the transport receiver comprises a pair ofthe at least one tube, the strap, and the band configured to receiverespective ones of the pair of projections; and wherein engaging thetransport vehicle connection with the transport receiver comprisesengaging the pair of projections with the pair of the at least one ofthe tube, the strap, and the band.
 50. The method of claim 49, whereinthe pair of projections comprises a pair of forks; wherein the pair ofthe at least one of the tube, the strap, and the band comprises a pairof fork receivers; and wherein engaging the pair of projections with thepair of transport receivers comprises engaging the pair of forks withthe pair of fork receivers.
 51. The method of claim 50, wherein at leastone of the fork receivers comprises a hollow deployment tube.
 52. Themethod of claim 50, wherein engaging the pair of forks with the pair offork receivers comprises aligning the pair of forks with the pair offork receivers and directing the pair of forks into the pair of forkreceivers via respective funnel-shaped receivers disposed on the pair offork receivers.
 53. The method of claim 47, wherein the transportvehicle connection is vertically repositionable; and wherein engagingthe transport vehicle connection of the transport vehicle with thetransport receiver of the trailer stabilizer comprises aligning thetransport vehicle connection with the transport receiver.
 54. A methodof moving a trailer stabilizer, the method comprising: approaching atrailer stabilizer with a transport vehicle, the trailer stabilizeroperatively engaging the ground and a forward portion of an underside ofa parked semi-trailer; engaging a transport vehicle connection of thetransport vehicle with a transport receiver of the trailer stabilizer,wherein one of the transport vehicle connection and the transportreceiver comprises a projection; disengaging at least a portion of thetrailer stabilizer from the ground; disengaging the trailer stabilizerfrom the underside of the semi-trailer; and moving the trailerstabilizer away from the semi-trailer by repositioning the transportvehicle carrying the trailer stabilizer.